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.z SheeESQSIwef` 1. H. LECOUTEUX 85B. GARNIER.` 'l

' STEAM ENGINE.

No. 382,479. f PatefedMay 8., 1888..

(No Model.)

UNITED STATES PATENT OFFICE. f

HIPPOLYTE LECOUTEUX AND EMILE GARNIER, OF PARIS, FRANCE.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 382,479, dated May 8, 1888.

Application filed July 21, 1884. Serial No. 138,323. (No model.)V Patented ln France January 10, 1884, No. 159,640; in Belgium November 13, 1884, No. 66,872 in England November 15, 1884. No. 15,079, and in Germany November 29, 1884, No. 32,330.

To all whom it may concern:

Be it known that we, HIPPOLYTE LEooU TEUX and EMILE GARNIER, both engineers, of Paris, in the Republic of France, have in vented Improvements in Steam-Engines, (for which French patent-,'No. 159,640, dated J anuary 10,1884; Belgian patent, No. 66,872, dated. November 13, 1884; British patent, No; 15,079,

dated November 1,5, 1884, and German patent,

No. 32, 330,dated November 29, 1884, have been i J btained,) of which the followingis a specica- Ion.

Our invention consists of certain improvements in the construction of ily-wheel governors for steam-engines, the object of our invention being to provide 'a governor of this character which will be both effective in operation, Adirect in its action, and durable in its construction. This object We attain in the manner which we will now proceed to describe.

In the accompanying drawings, Figure 1 is a vertical section of an upright steam-engine provided with our improvements. Fig. 2 is a section through the crank-shaft and showing the ily-wheel and governing devices in elevation. Fig. 3 is a sectional view through the fly-wheel. Fig. Llis a sectional view drawn to an enlarged scale of the dash-pot, and Fig. 5

is a plan view of the same.

Our improved iiy-Wheel governor may be applied to various constructions of steam-engines; but in Fig. 1 we have illustrated a form of engine to which it is especially adapted, and which has a construction of valve we prefer to use on the steam-cylinder G in connection with the governing devices. The valveo box is composed of a cylindrical part, A, communicating with steam-ports B B, leading to the cylinder' G, and the valve itself is com- 40 posed of two pistons, G C', each of which is provided with a single packing-ring, D D', of suitable length to insure the proper closing of the ports. In order to insure the efficient action of the slide-valve, bars orwebs E are carried across from one edge to the other of the ports or oriiices B B and guide the pistonvalve rings throughout the whole of their stroke. The steam enters the chamber F and passes alternately through the ports B B into 5o the cylinder G, where it acts upon the piston H. The steam leaves the cylinder through the same ports B B and is discharged through passages I I at eachvend of the cylinder.l

The valves C C' are controlled in their movement by the eccentric Lon the crank-shaft R of the engine. On. the end of this shaft is keyed the pulley, drum,or fiy-wheel J, the h'ub or boss of which is provided on the side toward the engine with a plate, K, Figs. -2 and 3, having a dovetailed groove or slot for the 6o reception and guidance of a projection, M, on the adjustable eccentric L. Opposite the groove K and inside the periphery ofthe pulley there is provided an elliptic o r blade spring N, connected'on the one hand to the periph- 65 ery of the wheel and on the other hand to the` adjustableeccentric L. Between the blade of this spring and on the side nearest to the eccentric is placedV a measured weight0,irig A idly attached to that part of the spring N. The 7o tension'of the spring is regulated according to the force it is required to exert.

When the engine is started, it immediately acquires a certain velocity, which goes on increasing until the centrifugal force acting on 7 5 the weight O equals the resistance of the spring N. Any further increase of speed compresses the spring N and causes the eccentric to slide along the groove or slot in the plate K. The eccentric being thus shifted by the action of 8o the centrifugal force actingon the Weight O, the length of stroke ofthe valve is shortened as well as the duration of the period of admission, and at the same time the period of compression is increased. The apparatus is so arranged that the angle of the eccentric with the crank is changed at the same time as the stroke in such a manner that the lead for admission is constant and does not alter. It is thus renl dered possible for the engine to pass from the 9o maximum to the minimum introduction with the smallest requireddifierence in the'nu'mber of revolutions performed in a given time.

The weight O acts directly upon the eccentric L without the intervention of any interme- 9 5 Y diate device,and it will be understood that, the force exerted will be considerable, as it is dependent entirely ou the amount of the weight O and the strength or dimensions of thespring N. The amount of this weight and the tension Ico of the spring are in direct relation with one another and are regulated and balanced according to the rate of speed at which the engine is intended to work.

We combine with the adjustable eccentrica dash-pot, to prevent the too sudden movement thereof. The dash-pot cylinder has a passage, p', connecting the opposite ends, and a regulating screw-plug7 s, to regulate the size of the opening for the passage of the uid when the pistonp moves in the cylinder. The piston is preferably connected to the eccentric and the cylinder to thewheel; but this arrangement may be reversed.

We claim as our invention HIPPOLYTE LECOUTEUX. EMILE GARNIER.

Witnesses:

ALFRED CoINY, Roer. M. HooPER. 

